Internal combustion engine and method of operation



Aug. 20, 1935. A. SCHWARZ 2,011,986

INTERNAL COMBUSTION ENGINE AND METHOD OF OPERATION Original Filed Jan. 19, 1932 8 Sheets-Skieet l BOTTOM CENTER TOP CENTER THROTTLE OPEN THROTTLE OPEN THROTTLE ,3 OPEN POSITION THROTTLE OPEN THROTTLE OPEN THROTTLE '/6OPEN ag i v A. SCHWARZ 2,011,986

INTERNAL COMBUSTION ENGINE METHOD OF OPERATION Aug. 20, 1935.

Original Filed Jan. 19, 1932 8 Sheets-Sheet 2 0 I. mmlao $5 556 Fwd 3: 3 $335 BO OM cuVreB TOP CE/WER 335 E: E3 mkmiun km @5531 HaRsE POWER- Allied Jcfiwa'rz ATTORNEY Aug; 20, 1935. A. scHwARz 2,011,986

INTERNAL COMBUSTION ENGINE AND METHOD OF OPERATION Original Filed Jan. 19, 1932 8 Sheets-Sheet 5 INVENTOR Alfred J'ck warz ATTORNEY 'A.s'cHwAR'z 2,011,986

Aug. 20, 1935.

INTERNAL COMBUSTION ENGINE AND METHOD OF OPERATION 32 8 SheetsSheet 4 195 .9.

Original Filed Jan. l9, l9

INVENTOR .Alfi'ed Jcfiwarz ATTORNEY Augl- 20, 1935. A. scHwARz 2,011,986

INTERNAL COMBUSTION ENGINE AND METHOD OF OPERATION Original Filed Jan. 19, 1932 8 Sheets-Sheet 5 INVENTOR Alfmd Jcfiwarz BY m kk ATTORNEY INTERNAL COMBUSTION ENGINE AND METHOD OF OPERATION Original Filed Jan. 19, 1952 8 Sheets-Sheet 6 INVIENTOR Alfred Jcwarz ATTORNEY Aug. 20, 1935. A. SCHWARZ 9 L INTERNAL COMBUSTION ENGINE AND METHOD OF OPERATION Original Filed Jan. 19, 1932 s Sheets-Sheet 7 r0 cum/ates m1 M02 ig-3' M54 #95 026' -V I I AIEV A! V 21 V AUV m I k nu I I I .55 I] J l v x Z J I H MI I a E 42 INVENTOR Alfred Jc/iwarz BY M I ATTORNEY Aug. 20, 1935.

A. S'CHWARZ INTERNAL COMBUSTION ENGINE AND METHOD OF OPERATION 8 Sheets-Sheet 8 Original Filed Jan. 19, 1932 All? INJECTION DURING- //6'' OF WN/r TRAVEL INVENTOR- Alfmd J'afiwarz ATTORNEY arren PATENT OFFlCE INTERNAL COMBUSTION ENGINE AND METHOD OF OPERATION Alfred Schwarz, Upper Montclair, N. 3., assignor to Fuel Oil Motors Corporation, New York, N. Y a corporation of Delaware Application January 19, 1932, Serial No. 587,573

. Renewed January 24, 1935 13 Claims. (01. 123-26) My invention relates to internal combustion In the accompanying drawings, forming part of engines and more particularly has reference to this application, methods of operating the same. Figs. 1 to 4 are graphs bearing explanatory in- It is well known that internal combustion endicia and which will hereinafter be more particugines have a relatively low thermal eificiency. larly referred to; 5 Approximately only one-quarter of the heat units Fig. 5 is a sectional view of an engine designed is converted into power. It is also a fact that such to carry out my invention and Fig. 6 is a vertical engines have greatest efficiency .at full load and section through the engine; a that the efliciency is very much decreased when Figs- 7 and 8 are horizontal and vertical sec- -the engines are operated on throttle, This is due tions respectively of a combustion chamber to the fact that in order to obtain good efliciency equipped forair injection; it isnecessaryto operate an engine on maximum Figs. 9 and 10 are horizontal and vertical seccompression, and when the throttle is applied the tions respectively of a combustion chamber show charge is taken in under a partial vacuum which ing a modified form of the air injection; necessarily reduces the compression, hence the Fig. 11 is a sectional view of a known type of poor efficiency. For example: An engine may o'pengine which has been modified to carry out my erate on .8 1b. of fuel per H. P. hour at full load invention while Fig. 12 is a side view thereof; and may consume 3 lbs. of fuel per H. P. at A; Fig. 13 is a detail view in longitudinal section load. of the auxiliary air distributor valve for the en- It is an object of the present invention to regine of Figs. 11 and 12 while Fig. 14 is a cross duce the fuel consumption of engines at full load, section thereof, Jig. 13'being taken on the line as well as partial load, and also to increase the AA of Fi 14; H. P. for a. given displacement. Fig. 15 is a cross sectional view of the complete I have found that the fuel consumption and distributor valve while Fig. 16 illustrates its at- 5 power development are not necessarily in direct taehment to the cyl block; 5 relation to each other. Forexample: An engine Fig. 17 is-a vertical section of a modified engine may show considerable unburned fuel in its exand auxiliary air compressor combination; and haust and yet may develop more power than a Figs. 18 and 19 show, in plan and vertical secsimilar engine showing no waste in the exhaust. tion respectively, the path of travel of the auxil- 0 This is due to the fact that flame propagation is iary a not in accordance with requirements of the piston In 1 there is ow a graph 0f e Piston speed, and under correct conditions there should speed and pressure curve, 015 a given pe f be no waste in the exhaust gases, and flame propaglue, and while there are different characteristics gation. should take place exactly proportioned to to different engin s, in the main this ap ds the piston speed, neither too fast nor to slow, and good, for the purpose of this illustration, for alit should also be controlled in proportion to the most, any p f engine. n am i th load of the engine, as will be explained hereingraph, it will be found that at the lowest piston after. speed the highest explosion pressure exists, and

Heretofore, while certain influence was exer- While it is permissible to have relatively high D e cised over the flame propagation in the original Sure at the beginning of the o this position 40 design of the motor by means of ignition, cylinof the piston is v y t a ss v pr ssu der head, design, etc. and also by means of cerw cause n i e v i and s qu n y a tain chemical reagents mixed with the fuel, a real 8 of V high p cent! of p Following control over flame propagation was never obthe curve marked Pressure downward, it is tained. found that it intersects the curve marked piston It is a further object of the present invention speed. The curved marked ideal is approxito place the control of the flame propagation into mately the proper curve for this engine, maxithe hands of the operator, or else operate it by -mum or excessive pressure is eliminated and the governors or similar devices. pressure is sustained in a relation to the piston I have found by experiment that the flame speed, gradually diminishing, however, due tothe propagation' cannot be controlled alone by the expansion of the gases until bottom center of the -spark or other means of ignition, but that it is piston is reached. It is quite obvious that the line necessary to control the chemical composition of marked gas pressure, which is common to all the charge, aswell as the turbulence and by the internal combustion engines'of present day deuse of more correct ignition time. sign, is radically wrong and to bring it near the and the hydrogen into water.

ing at a slow piston speed near top center and to accelerate the burning as the piston speed in? creases after top center.

It is quite apparent that the correction of such an evidently unbalanced condition cannot be accomplished by the shape of the cylinderhead, and many other means which'have heretofore been suggested, but it can only be accom-"- plished by a continued correction of the chemical condition. By this I mean that the relatlonof oxygen to combustibles must be corrected during the period of burning, and the spark must be regulated to more nearly correct position. It must be understood that the spark in ordinary practice is set somewhere around thirty-five degrees before top center.

piston ascends, the back pressure incurred in that manner being detrimental to the power' development of the engine but the compromise to be understood that I do not take into considj eration the time required for flame development as the spark is still set somewhatbefore top center but not nearly as much as heretofore.

The spark setting is left of course to the skill of the operator or designer of the engine but comparatively an engine operated without the air injection feature of my invention requires an earlier spark setting than the same engine operated with auxiliary air injection.

The control of flame propagation is accomplished in accordance with my invention by the addition of auxiliary air during the later portion of the compression stroke and during the early part of the combustion stroket This is on account of the fart that in proportion as, the pressure rises, the charge becomes degenerated by the conversion of oxygen into carbon dioxide,

, It must be remembered that combustion takes place in an internal combustion engine under pressure, and power development depends upon both the chemical condition and the pressure. My invention corrects the chemical condition at a time when a pressure is still sufilcier tly high to influence combustion. favorably, and in main; taining a more uniform combustion rate, pressure is maintained longer, all of which compounds the results. s

Briefly stated, it is a feature of my invention to inject auxiliary air into the cylinder duringcompression and during initiation of combustion, such air being introduced in jet form and the jet being so directed as to assist flame propagation and to createadditional turbulence, all

of which permits later spark setting and results in a materially greater power production and a considerable fuel saving.

It is, of course, understood that the pressure and volume of the auxiliary air injected have a strong influence upon the results obtained, this being illustrated in Fig. 2. It will be noticed that with gradually rising pressure of the auxiliary air, increased power is obtained with a fixed carburetor setting and throttle opening. At the same time the fuel consumption per H. P.

Thisis a compromise, and causes development of pressure while the 2,011,936 ideal, it is necessary to eliminate too fast a burnis naturally reduced since the total amount of fuel was the same, but the same was divided by a, greater number of H. P. It is also important to notice that the rise in power, after a certain power is reached, is less pronounced. Attention is also called to the fact that engines of different compression naturally require different air pressures and quantity.

While the charts illustrate air pressures used for injection up to 550 pounds, yet it must be remembered that power is required to compress air, that there are limitations thereto, and that thereis a point where the. power consumed to compress air is greater than the power gained by the use of it. Careful research must be made in designing engines in connection with the air injection principle of my invention to ,find the most economical air pressure and the most economical volume but I have found that good,

results are obtainable when the auxiliary air is 30% of the cylinder volume of the engine and 70% of-its maximum explosion pressure. This, however, refers only to engines which drive their own,- compressor and where economy is sought for. Where it is-desired, however, that an engine of a given size should produce more power regardless-'- of fuel consumption, a separate coinpressor unit operated by a separate engine may be used and this invention. 1

Figure 3 illustrates that when the engine is operated with the throttle partially closed,,the

falls within the scope of my H. P. developed is much greater. This is due to as above explained, the volume is slightly increased, but mainly the burning is speeded up and therefore more power is derived from the fuel.

The process also lends itself to the use of lower grades of fuel. Forexample: A gasoline engine may be operated on fuel oil without the usual difflculties. Due to the great heat generated by the auxiliary air jet, the fuel oil is more rapidly converted into gas which results in complete combustion and the delivery of full power, where without air injection a great deal of the fuel would not have been burned, and what was burned would have caused a slow fire not capable of delivering the proper amount of power.

The invention may be applied toany cycle engine. Two cycle, four cycle, or Diesel engines may be equipped with the proper air valves and timing devices to inject the air into the cylinder at the proper time and in proper quantities.

Auxiliary pistons, or similar devices may be used in the charts above described were produced by this type of engine. The engine is provided with piston I, connecting rod 2, and crank 3. The engine is equipped, as usual, with exhaust valve aorr'pee tailed description thereof is therefore unneces-- sary.

As a feature of my invention, a pipe l sup-"- plies auxiliary air from a suitable compresser (not shown) to an air va ve casing ll in the cylinder head B. The valve' stem IZ 'is normally held in closed position by spring l3 in valve casing H and is suspended from member ld having a roller 15 engaging a cam shaft lb. The latter carries a cam l'l adapted to ooact with roller IE to elevate valve member l8 on stem l2 into open position against the action of spring i3 to admit air to the cylinder from pipe l0. Cam shaft l6 is driven by means of chain l9 from a sprocket 20 on intake cam shaft 1' as shown. Valve member i8 is operated in timed relation to the engine cycle by means of cam shaft i.

In operation the customary fuel-air mixture is taken into the cylinder through valve and fired in the usual manner by means of a spark plug, not shown. The operation of the valve mechanism in the cylinder head having been properly timed as already explained, additional compressed air is injected to the-cylinder A through pipelll andcasing H after the intake valve has closed and during compression and combustionof the fuel mixture. The flame propagation is thus controlled and the combustion intensified inv timed relation to the piston movement or speed with the increased operating emciencies and economies already pointed out;

I am aware of the fact that in Diesel engines:

air is sometimes used for injecting fuel. This must not be confused with the injection of air .method of operation, the auxiliary air injection occurs while both the intake and exhaust valves are closed so that the auxiliary air takes part in the compression and combustion only. The exact time of air injection during this interval will, of

course, vary with the particular engine design,-

but, as an example, with an engine firing in advance of top center while compression is being completed, the auxiliary air may be injected 50 in advance of top center.

The amount of auxiliary air to be injected-f0 I best results will manifestly vary considerably with the design of the engine and the conditions under which it is operated. However, figured on the piston displacement, the quantitative relationship between the auxiliary aid and the initial fuel-air charge may be about 20% by volume and for most engines auxiliary air in the amount of between 10% and of the total volume of the initial fuel-air mixture will be found to give good results.

As heretofore mentioned, where the engine drives its own compressor, the quantity of air and its pressure must be limited on account of the fact that the power required to compress such air may exceed the gain.

Careful experimentation has shown that the air injection should overlap into the initiation period of the fire so that the'turbulence created thereby may benefit the results. When the air was injected too early, the horse-power output was much smaller. Inversely, in order to save the power for air compression, the air should be injected as early as possible because lower air pressures are required. It must be remembered that from the beginning of the compression stroke where the pressure is practically atmospheric, the pressure constantly rises from zero gauge pressure. to say 350 lb. maximum explosive pressure. Naturally, if the air is' injected during the low pressurerperiod of the compression stroke,

but little power is required to compress same, and

it is for this reason that it was determined that the air injection should start somewhere near the middle of the compression stroke and end in the beginning of the firing stroke. This will allow moderate consumption of power for air compression' and still make the turbulence and directional flow available during flame propagation.

Referring to Figs. '7 to 10 of the drawings; there are shown several jet positions, Fig. 7 showing a cross section horizontally through the combustion chamber and Fig. 8 a cross section vertically through the combustion chamber. The auxiliary air,.compr essed ,to say 150 lb. gauge pressure, enteredthe combustion chamber through connection 3| and was regulated by the timed valve 32 and entered the combustion chamber 33 through the measuring orifice 34. The stream of air indicated at 35 was directed against the spark plug 36. With this arrangement the resuits were very poor, the engine acted erratic and in the higher power ranges would pre-ignite and die. Investigation showed that some parts, namely, the spark plug terminals, had become red hot and caused the fuel to ignite before the intake valve closed.

Fig. 9 shows horizontal section of a modified arrangement and Fig. 10 a vertical section thereof. It will be noted that the measuring orifice was divided into two sections 34 and 34!, the combined circular area of which was equal to the one shown in Fig. 'l but the orifice 34 was 3/32 ,inch while the orifice 34" was 3/64 inch, giving the' larger supply at 34" and the smaller supply at 34 'Orifice 34 in this modification acted as a protection for the spark plug. A great turbulence was created, uniform mixtures were obtained, and the flame was propagated very -rapidly from the point of inception, namely, the spark plug, through the eddy-currents into the not yet ignited fuel and the horse-power and fuel consumption reached by far the best results previously obtained. These'results warrant the conlusion that had the air jet been misdirected or used too early or too late, the power gain and i. fuel economy would not have been obtained.

Attention is called to the fact thatwhenithe air .was directed against the spark plug the terminals became overheated, and it appears quite evident that the stream of air seems tocreate a blow torch effect thus indicating that such air jets when properly directed will very materially support flame propagation.

Figs. 11 and 12 show a typical four-cycle, overhead valve, six-cylinder engine now in use. The engine is of a common type and the intake and exhaust valve mechanism is not shown since all these elements are well known in the art.

the most favorable condition as-previously exvalve 48 of the high stage, and an exhaust valve 49 of the high stage. 1 Water pipes 50 and 5| lead to and from a suitable water jacket. The compressed air is taken off at valve 49 and passes through the pipe line 52 to a rotary distributor valve 53. A detail of this distributor valve is shown in Fig. 13 in a longitudial section and in Fig. 14 in a cross section. The valve stem is operated by a timing mechanism indicated at 55 and 55 and the valve rotates distributing the air through orifices 56 of casing 56' in timed relation' to the engine cycle and regulated by the length and width ofv the orifices 56 of rotary sleeve 51'. The carburetor 58 supplies a fuel-air mixture to the engine through intake manifold 59 as is common in all engines of the illustrated type while the compressed air is supplied through the rotary valve 53 as heretofore described.

Fig. 15 shows the rotary valve in cross section, the numbers thereon indicating the cylinder numbers to which the difierent air connections lead. Fig. 16 illustrates how this rotary valve is attached to the cylinder block.

. It is of course understood that the mechanical devices used in connection with my invention are many and it would not bepossible, to illustrate all of them, but in order to show that such variations can be made without deviating from the spirit of the invention I have shown in Fig. 17 still another form of mechanical device which may be readily used.

Instead of compressing the air in a single unit compressor, each cylinder may have attached to it a secondary cylinder either of smaller diameter. or of shorter stroke. In that event no timing valve is required since the air compressor cylinder operates in timedrelation with the dring cylinder. Fig. 17 illustrates such a variation. Numeral 6| represents the firing cylinder and 62 the compressor cylinder. It will be noted that the'crank of the firing cylinder is of much shorter stroke than the crank of the compressor cylinder. Numeral 63 indicates the air intake valve of the compressor cylinder, 64 the exhaust valve of the compressor cylinder, and 65 the measuring orifice. The latter is? relatively small thereby maintaining proper jetivelocities. The crank 66 of the compressor piston 61 is driven by a chain 68 with the half time gearing 69 and Ill. It, will' be noted that the compressor cylinder is on top center while the firing cylinder is already past top center, indicating that the air injection time is later than the power stroke. The same timing relation is maintained as hereinbefore described, but in additionto the delay A arranged for by the crank, the tension of a spring ll would cause additional delay on account of the valve only opening when the spring tension is overcome by the air compressor. The net time, however, must be so arranged as to meet plained. It'will be noted that the air is injected in a single jet. This was also experimented with on the engine illustrated in Fig. 12 and'gave good results.

The travel of the air injection is illustrated in Figs. 18 and 19. The air currents will assume approximately the motions indicated by the arrows A and B. While it is of course understood that air may be injected to good advantage even when the firing is going on and while the pressure is still suflicient to support combustion (at that period the pressure in the firing cylinder is from 200 to 350 lbs.), in order to create a fiow it would be ,necessary to compress air to approximately 400 lbs. To compress air to 400 lbs. requires so much power that the gain is largely offset.

It is important that the turbulence created by the air injection should still be going on while fire proceeds. The best timing, therefore, for air injection is close to spark, overlapping same until the pressure rises too high and-the air flow ceases automatically. It is just as important also that the quantity of air is suficient to produce the result. 7

Having described my invention, I claim:

1. In the operation of internal combustion engines wherein a fuel-air mixture is introduced into a cylinder and compressed and ignited therein; the improvement which comprises commencing the injection of additional air.to .the cylinder after the introduction of the fuel-air mixture thereto and during the compression of the mixture in the cylinder, and continuing such injection of additional air through the completion of the compression and. during the initiation of combustion.

2. In the operation of internal. combustion engines characterized by a compression stroke upon a fuel-air mixture and the ignition of the compressed mixture in a cylinder; the improvement which comprises introducing auxiliary air to the cylinder at an intermediate portion of, the compression stroke and continuing the introduction of auxiliary air during the ignition.

3. In the operation of internal combustion engines wherein a fuel-air mixture is introduced into a cylinderand compressed and ignited therein; the improvement which comprises comupon a fuel-air mixture and the ignition of the, compressed mixture in -acylinder; the improvement which comprises introducing auxiliary air to the cylinder at an intermediate portion of the compression stroke and continuing the introduction of auxiliary air during the ignition, the auxiliary air being-introduced in a manner to assist the propagation of flame away from the point of ignition.-

5. The process of operating an internal combustion engine comprising introducing a fuel-air mixture to, a cylinde injecting air into said cylinder partially during the compression stroke and in addition thereto during the initial period offlring.

6. In the art -of internal combustion engine operation wherein a fuel-air mixture is compressed within a cylinder by upward movement before the piston reaches top center position; the improvement which comprises injecting additional air into the cylinder during compression.

and also during the initiation of fire.

7. The process of operating an internal combustion engine comprising introducing air into said engine, introducing fuel into said engine and injecting additional air into said engine during the compression stroke, said air being of relatively higher pressure than the mixture being compressed, continuing the injection of said last mentioned air during the initiation of the fire and directing the so introduced air into the cylinder in such a manner as to control flame propagation.

-8. A method of operating internal combustion engines characterized in that a fuel-air mixture is compressed and ignited within a cylinder while an influx of air creates a jet of intensified fire originating near the source of ignition, propagating the flame in the direction of unburned fuel.

9. The process of operating an internal combustion engine comprising introducing a fuel-air mixture into a cylinder, injecting auxiliary air before combustion is initiated, firing the charge and continuing the injection of auxiliary air during the initiation of combustion, the total injected auxiliary air being in quantity not more than 30% of the cylinder volume, and limited to a pressure not to exceed of the ultimate maximum explosion pressure of the engine untilthe air pressure is substantially balanced by the explosion pressure.

10. In combination, a pair of cylinders, a piston reciprocating within each cylinder, means for interconnecting the pistons to reciprocate the same in predetermined timed relations with respect to each other, means for feeding charges of fuel-air mixture into one of the cylinders, means for feeding charges of air into theother cylinder, and means for establishing controlled communication between the said cylinders, said cylinders being timed with respect to each other so that the'air from the air compressing cylinder enters the fuel charged cylinder during the compression stroke of the latter and a part thereof during the firing period of said fuel charged cylinder, the point of entry of said air being so located to produce controlled flame propagation,

the air compressing cylinder having a displacement of not in excess of 30% of that of the fuel compressing and firing cylinder. v

11. In combination, an internal combustion engine having connected thereto an air compressor of a capacity not exceeding 30% of the cylinder displacement of said engine; a distributor and means to conduct compressed air thereto from the compressor; means to conduct said air from the distributor to the engine cylinders, the

introduction of the air being timed so that it enters the cylinders during their respective compression strokes and also during the initiation of .operated in timed relation with'the piston, a

crank shaft for the pistons, an air compressor and means for operating the same from the crank shaft, and a distributor valve having connection with each of the cylinders and the compressor, said valve being operated in timed relation with the engine to inject air from the compressor into each cylinder while the intake and exhaust valves thereof are closed and during a portion of the compression stroke of the piston and during inltiation of fire in the cylinder.

13. The process of operating an internal combustion engine comprising introducing a fuel-air mixture to a cylinder, compressing and firing the mixture therein, and injecting air to the cylinder after the intake valve thereof has been closed stroke and the initiation of the fire.

ALFRED SCHWARZ. 

